Obstacle detection based on other vehicle behavior

ABSTRACT

The disclosed technology provides solutions for vehicle routing and in particular, for facilitating obstacle avoidance maneuvering by an autonomous vehicle (AV). In some implementations, a process of the disclosed technology can include steps for collecting environmental data about an environment around an autonomous vehicle, wherein the environmental data comprises data pertaining to a roadway navigated by the autonomous vehicle and one or more other vehicles navigating the roadway, processing the environmental data to generate an area grid comprising one or more grid sections, wherein each grid section corresponds with a different area of the roadway, and determining a risk-profile for the one or more grid sections based on the environmental data. Systems and machine-readable media are also provided.

BACKGROUND 1. Technical Field

The disclosed technology provides solutions for improving autonomousvehicle (AV) routing and in particular, for improving obstacle detectionbased on observations of other vehicles.

2. Introduction

Autonomous vehicles (AVs) are vehicles having computers and controlsystems that perform driving and navigation tasks that areconventionally performed by a human driver. As AV technologies continueto advance, they will be increasingly used to improve transportationefficiency and safety. As such, AVs will need to perform many of thefunctions that are conventionally performed by human drivers, such asperforming navigation and routing tasks necessary to provide a safe andefficient transportation. Such tasks may require the collection andprocessing of large quantities of data using various sensor types,including but not limited to cameras and/or Light Detection and Ranging(LiDAR) sensors disposed on the AV. In some instances, the collecteddata can be used by the AV to perform tasks relating to routing,planning and obstacle avoidance.

BRIEF DESCRIPTION OF THE DRAWINGS

Certain features of the subject technology are set forth in the appendedclaims. However, the accompanying drawings, which are included toprovide further understanding, illustrate disclosed aspects and togetherwith the description serve to explain the principles of the subjecttechnology. In the drawings:

FIG. 1 conceptually illustrates an example environment in which anobstacle detection and avoidance process of the disclosed technology canbe implemented.

FIG. 2 illustrates an example of how risk-profile scoring can beperformed using an area grid applied to the environment of FIG. 1 ,according to some aspects of the disclosed technology.

FIG. 3 illustrates a flow diagram of an example process for implementingan obstacle avoidance procedure based on observed behaviors of one ormore other vehicles, according to some aspects of the disclosedtechnology.

FIG. 4 illustrates an example system environment that can be used tofacilitate AV dispatch and operations, according to some aspects of thedisclosed technology.

FIG. 5 illustrates an example processor-based system with which someaspects of the subject technology can be implemented.

DETAILED DESCRIPTION

The detailed description set forth below is intended as a description ofvarious configurations of the subject technology and is not intended torepresent the only configurations in which the subject technology can bepracticed. The appended drawings are incorporated herein and constitutea part of the detailed description. The detailed description includesspecific details for the purpose of providing a more thoroughunderstanding of the subject technology. However, it will be clear andapparent that the subject technology is not limited to the specificdetails set forth herein and may be practiced without these details. Insome instances, structures and components are shown in block diagramform in order to avoid obscuring the concepts of the subject technology.

As described herein, one aspect of the present technology is thegathering and use of data available from various sources to improvequality and experience. The present disclosure contemplates that in someinstances, this gathered data may include personal information. Thepresent disclosure contemplates that the entities involved with suchpersonal information respect and value privacy policies and practices.

Perception systems of autonomous vehicles are designed to detect variousobjects in the surrounding environment in order to execute effectivenavigation and planning operations. To ensure passenger safety, suchsystems are designed to detect and avoid potential road areas thatcontain objects/features that may cause safety concerns, such asblockages or obstacles resulting from road debris, potholes, puddles,and/or stationary vehicles (such as parked cars), etc. One limitation ofconventional perception systems is that they are highly reliant onenvironmental data, such as camera and/or LiDAR data, in which obstaclevisibility is a prerequisite for detection. That is, conventionalperception systems greatly rely on sensor data collected from directobservation, such as image or Light Detection and Ranging (LiDAR) datathat is acquired from vehicle sensors. As such, obstacles that areoccluded, for example, by other objects (e.g., vehicles), may not berecognized conventional perception systems.

Aspects of the disclosed technology provide solutions for improvingobstacle detection functions performed by AV perception systems, andtherefore the ability for AVs to better reason about the environment inwhich they operate. In some aspects, a perception system of thedisclosed technology can identify/detect behavior about various trafficparticipants (e.g., other vehicles), in order to make inferences aboutthe existence and location of potentially dangerous road areas, such asthose that include obstacles not directly observable by the egovehicle's sensors.

In some aspects, an AV of the disclosed technology can use collectedenvironmental data (e.g., camera, LiDAR, and/or radar data) to makeinferences about the existence and location of potentially dangerousobjects or conditions, based on the behavior of surrounding vehicles.For example, avoidance behaviors observed in other vehicles can be usedto make inferences about the existence and location of potentialobstacles, and used to inform routing decisions needed to avoid thecorresponding road areas (e.g., lane and/or road segments), believed tocontain the obstacle. Obstacles can include any of a variety of objectsand/or scenarios that a navigating vehicle may wish to avoid; by way ofexample, obstacles may include, but are not limited to: standing water,ice, potholes, road debris etc. Obstacles may also include interactionsbetween traffic and/or non-traffic participants that may be best avoidedby the navigating ego vehicle, such as accidents involving othervehicles and/or pedestrians.

In some implementations, various road areas can be associated withspecific areas (e.g., grid areas or cells) by the ego AV. In thismanner, each grid cell can be associated with a risk-profile score thatis based at least in part on the observed avoidance behaviors. By takingconsideration of the risk-profile score/s associated with eachgrid-cell, the AV perception system can better reason about potentiallydangerous obstacles not directly detectable by the AV's sensor systems,and can make routing and navigation decisions accordingly.

FIG. 1 conceptually illustrates an example environment 100 in which anobstacle avoidance process of the disclosed technology can beimplemented. In the example of FIG. 1 , an autonomous vehicle (AV) 102is positioned behind another vehicle 108 such that pothole 106, onroadway 101, is not observable by the sensor systems of the (ego) AV102. However, in based on avoidance behaviors observed with respect tovehicle 108 (which is directly observable by sensor systems of AV 102),the AV 102 can determine that a road area on the roadway 101,corresponding with pothole 106, should be avoided and can plot atrajectory accordingly.

In some aspects, areas that are inferred to contain some feature orcharacteristic that should be avoided can be scored (e.g., given arisk-profile score). The risk-profile score can be based on the behaviorof one or more vehicles with respect to that particular area. Forexample, if multiple vehicles are observed avoiding a particular area,the risk score may be greater/higher than if only one vehicle isobserved avoiding the area. Scoring of such observations may also bebased on other factors, such as the number of other vehicles that can beobserved. By way of example, a fewer number of vehicles observedavoiding a section of road on a relatively empty or remote highway mayresult in a higher risk-profile score being associated with that roadsection, as compared to the risk-profile that may be calculated ifavoidance behaviors were observed in a greater number of vehicles on amore populated roadway.

Risk-profile scores can also be based on conditions that are directlyobservable or measurable by one or more AV sensors (e.g., LiDAR, camera,and/or radar sensors, etc.). By way of example, if visibility is reduced(e.g., due to weather conditions), the observed avoidance behaviors ofvehicles may result in a greater risk-profile score for a particulararea (cell), as compared to that which would be assessed under normalvisibility conditions. Depending on the desired implementation, signalsregarding roadway conditions (e.g., weather data), may be directlymeasured by one or more sensors of the ego vehicle (e.g., AV sensors),or may be received by the AV from one or more remote system/s, such as athird-party system that is configured to provide weather and/or trafficupdates. In some approaches, risk-profile scores can be computed ordetermined for discrete areas of the roadway, such as discrete portionsof a road segment and/or lane, etc. Further details regarding the use ofarea grids for assigning discrete map areas (grid cells) to arisk-profile score are discussed in further detail with respect to FIG.2 , below.

FIG. 2 illustrates an example of how a risk-profile scoring can beperformed using an area grid 200 applied to the environment of FIG. 1 ,according to some aspects of the disclosed technology. In the example ofFIG. 2 , area grid 200 includes a number of grid areas (cells) thatdefine various portions of the roadway 101 surrounding AV 102. Furtherto the example of FIG. 1 , cells 202, 204, 206 and 208 define portionsof area grid 200 that correspond with the location of pothole 106. Inthis scenario, although pothole 106 is not directly observable by AV102, the behavior of vehicle 108 can be directly observed and used by AV102 to reason about risks associated with unobservable areas of roadway101, e.g., cells 202-208. By way of example, based on the behavior ofvehicle 108, AV 102 can determine/compute a risk-profile score for oneor more cells for area grid 200.

In some approaches, the risk-profile score may include a quantitativescore that is used to compare one or more cells, e.g., for the purposeof route planning and navigation. By way of example, theplanning/routing functions of AV 102 can be configured to selectrouting/navigation paths such that the AV traverses only road areasassociated with lower risk-profile scores, relative to other roadwaysegments. In other scenarios, risk-profile may be more qualitative, andcertain cells may be identified for avoidance.

FIG. 3 illustrates a flow diagram of an example process 300 forimplementing an obstacle avoidance procedure based on observed behaviorsof one or more other (non-ego) vehicles. At step 302, the process 300includes collecting environmental data, via one or more environmentalsensors, about an environment around an autonomous vehicle, i.e. the egoAV, such as AV 102, discussed above with respect to FIGS. 1 and 2 .Depending on the AV implementation, the environmental data can includesensor data from one or more of a variety of sensors, including but notlimited to: LiDAR/s, radar/s, cameras, thermal cameras, accelerometers,gyroscopic sensors, and/or inertial measurement units (IMUs), etc. Asdiscussed above, the environmental data can include data pertaining to aroadway navigated by the autonomous vehicle and one or more othervehicles navigating the roadway.

At step 304, the process 304 includes processing the environmental datato generate an area grid comprising one or more grid sections. In someimplementations, the area grid can be generated by processing thecollected environmental data to generate a top-down (bird's eye) view ofthe roadway (e.g., roadway 101) and surrounding environs, for example,where each grid section corresponds with a different area of theroadway. In some aspects, AV location information and/or localizationinformation for various objects observed by the AV may be used to ensurethat each grid-cell is approximately the same dimensions, such that eachcell corresponds with approximately the same amount of roadway area.

At step 306, the process 300 includes determining a risk-profile for theone or more grid sections based on the environmental data. As discussedabove, risk-profile assessments (scores) can be based on a combinationof factors, including but not limited to detected conditions (e.g.,visibility) or objects that can be directly measured using sensor data.Object detection can be performed to associated observable objects withparticular grid-cells. By way of example, a machine-learning basedobject detection system may be deployed to identify semantic labels forvarious objects in an environment, and to associate those semanticlabels with a given cell. In turn, risk-profile scoring can be based oninferences that are made using the environmental (sensor) data, as wellas contextual data that is provided by surrounding grid-cells (and theircorresponding semantic labels), and behaviors observed by othervehicles.

By way of example, risk-profile scores for one or more grid cells can beused by the AV to resolve a route needed to avoid various grid sectionsthat are inferred to contain potentially dangerous features, such asobstacles that may pose dangers or difficulties to AV operations.

Turning now to FIG. 4 illustrates an example of an AV management system400. One of ordinary skill in the art will understand that, for the AVmanagement system 400 and any system discussed in the presentdisclosure, there can be additional or fewer components in similar oralternative configurations. The illustrations and examples provided inthe present disclosure are for conciseness and clarity. Otherembodiments may include different numbers and/or types of elements, butone of ordinary skill the art will appreciate that such variations donot depart from the scope of the present disclosure.

AV management system 400 includes an AV 402, a data center 450, and aclient computing device 470. The AV 402, the data center 450, and theclient computing device 470 can communicate with one another over one ormore networks (not shown), such as a public network (e.g., the Internet,an Infrastructure as a Service (IaaS) network, a Platform as a Service(PaaS) network, a Software as a Service (SaaS) network, other CloudService Provider (CSP) network, etc.), a private network (e.g., a LocalArea Network (LAN), a private cloud, a Virtual Private Network (VPN),etc.), and/or a hybrid network (e.g., a multi-cloud or hybrid cloudnetwork, etc.).

AV 402 can navigate about roadways without a human driver based onsensor signals generated by multiple sensor systems 404, 406, and 408.The sensor systems 404-408 can include different types of sensors andcan be arranged about the AV 402. For instance, the sensor systems404-408 can comprise Inertial Measurement Units (IMUs), cameras (e.g.,still image cameras, video cameras, etc.), light sensors (e.g., LIDARsystems, ambient light sensors, infrared sensors, etc.), RADAR systems,GPS receivers, audio sensors (e.g., microphones, Sound Navigation andRanging (SONAR) systems, ultrasonic sensors, etc.), engine sensors,speedometers, tachometers, odometers, altimeters, tilt sensors, impactsensors, airbag sensors, seat occupancy sensors, open/closed doorsensors, tire pressure sensors, rain sensors, and so forth. For example,the sensor system 404 can be a camera system, the sensor system 406 canbe a LIDAR system, and the sensor system 408 can be a RADAR system.Other embodiments may include any other number and type of sensors.

AV 402 can also include several mechanical systems that can be used tomaneuver or operate AV 402. For instance, the mechanical systems caninclude vehicle propulsion system 430, braking system 432, steeringsystem 434, safety system 436, and cabin system 438, among othersystems. Vehicle propulsion system 430 can include an electric motor, aninternal combustion engine, or both. The braking system 432 can includean engine brake, brake pads, actuators, and/or any other suitablecomponentry configured to assist in decelerating AV 402. The steeringsystem 434 can include suitable componentry configured to control thedirection of movement of the AV 402 during navigation. Safety system 436can include lights and signal indicators, a parking brake, airbags, andso forth. The cabin system 438 can include cabin temperature controlsystems, in-cabin entertainment systems, and so forth. In someembodiments, the AV 402 may not include human driver actuators (e.g.,steering wheel, handbrake, foot brake pedal, foot accelerator pedal,turn signal lever, window wipers, etc.) for controlling the AV 402.Instead, the cabin system 438 can include one or more client interfaces,e.g., Graphical User Interfaces (GUIs), Voice User Interfaces (VUIs),etc., for controlling certain aspects of the mechanical systems 430-438.

AV 402 can additionally include a local computing device 410 that is incommunication with the sensor systems 404-408, the mechanical systems430-438, the data center 450, and the client computing device 470, amongother systems. The local computing device 410 can include one or moreprocessors and memory, including instructions that can be executed bythe one or more processors. The instructions can make up one or moresoftware stacks or components responsible for controlling the AV 402;communicating with the data center 450, the client computing device 470,and other systems; receiving inputs from riders, passengers, and otherentities within the AV's environment; logging metrics collected by thesensor systems 404-408; and so forth. In this example, the localcomputing device 410 includes a perception stack 412, a mapping andlocalization stack 414, a planning stack 416, a control stack 418, acommunications stack 420, an HD geospatial database 422, and an AVoperational database 424, among other stacks and systems.

Perception stack 412 can enable the AV 402 to “see” (e.g., via cameras,LIDAR sensors, infrared sensors, etc.), “hear” (e.g., via microphones,ultrasonic sensors, RADAR, etc.), and “feel” (e.g., pressure sensors,force sensors, impact sensors, etc.) its environment using informationfrom the sensor systems 404-408, the mapping and localization stack 414,the HD geospatial database 422, other components of the AV, and otherdata sources (e.g., the data center 450, the client computing device470, third-party data sources, etc.). The perception stack 412 candetect and classify objects and determine their current and predictedlocations, speeds, directions, and the like. In addition, the perceptionstack 412 can determine the free space around the AV 402 (e.g., tomaintain a safe distance from other objects, change lanes, park the AV,etc.). The perception stack 412 can also identify environmentaluncertainties, such as where to look for moving objects, flag areas thatmay be obscured or blocked from view, and so forth.

In some aspects, the perception stack 412 can be configured to performoperations necessary to assigning risk-profile scores to differentportions of a drivable roadway area. By way of example, perception stack412 may be configured to: collect environmental data, via one or moreenvironmental sensors, about an environment around the autonomousvehicle, wherein the environmental data comprises data pertaining to aroadway navigated by the autonomous vehicle and one or more othervehicles navigating the roadway; process the environmental data togenerate an area grid comprising one or more grid sections, wherein eachgrid section corresponds with a different area of the roadway; anddetermine a risk-profile for the one or more grid sections based on theenvironmental data. In some aspects, perception stack 412 can be furtherconfigured to: resolve a route needed to avoid at least one of the oneor more grid sections based on the associated risk-profile. In someaspects, the risk-profile for the one or more grid sections is based onavoidance behaviors associated with the one or more other vehiclesnavigating the roadway. In some aspects, the risk-profile for the one ormore grid sections is based on one or more features associated with theone or more grid sections. In some aspects, the one or more featurescomprises: a pothole, standing water, debris, or a combination thereof.In some aspects, the one or more features includes a visibility score.

Mapping and localization stack 414 can determine the AV's position andorientation (pose) using different methods from multiple systems (e.g.,GPS, IMUs, cameras, LIDAR, RADAR, ultrasonic sensors, the HD geospatialdatabase 422, etc.). For example, in some embodiments, the AV 402 cancompare sensor data captured in real-time by the sensor systems 404-408to data in the HD geospatial database 422 to determine its precise(e.g., accurate to the order of a few centimeters or less) position andorientation. The AV 402 can focus its search based on sensor data fromone or more first sensor systems (e.g., GPS) by matching sensor datafrom one or more second sensor systems (e.g., LIDAR). If the mapping andlocalization information from one system is unavailable, the AV 402 canuse mapping and localization information from a redundant system and/orfrom remote data sources.

The planning stack 416 can determine how to maneuver or operate the AV402 safely and efficiently in its environment. For example, the planningstack 416 can receive the location, speed, and direction of the AV 402,geospatial data, data regarding objects sharing the road with the AV 402(e.g., pedestrians, bicycles, vehicles, ambulances, buses, cable cars,trains, traffic lights, lanes, road markings, etc.) or certain eventsoccurring during a trip (e.g., emergency vehicle blaring a siren,intersections, occluded areas, street closures for construction orstreet repairs, double-parked cars, etc.), traffic rules and othersafety standards or practices for the road, user input, and otherrelevant data for directing the AV 402 from one point to another. Theplanning stack 416 can determine multiple sets of one or more mechanicaloperations that the AV 402 can perform (e.g., go straight at a specifiedrate of acceleration, including maintaining the same speed ordecelerating; turn on the left blinker, decelerate if the AV is above athreshold range for turning, and turn left; turn on the right blinker,accelerate if the AV is stopped or below the threshold range forturning, and turn right; decelerate until completely stopped andreverse; etc.), and select the best one to meet changing road conditionsand events. If something unexpected happens, the planning stack 416 canselect from multiple backup plans to carry out. For example, whilepreparing to change lanes to turn right at an intersection, anothervehicle may aggressively cut into the destination lane, making the lanechange unsafe. The planning stack 416 could have already determined analternative plan for such an event, and upon its occurrence, help todirect the AV 402 to go around the block instead of blocking a currentlane while waiting for an opening to change lanes.

The control stack 418 can manage the operation of the vehicle propulsionsystem 430, the braking system 432, the steering system 434, the safetysystem 436, and the cabin system 438. The control stack 418 can receivesensor signals from the sensor systems 404-408 as well as communicatewith other stacks or components of the local computing device 410 or aremote system (e.g., the data center 450) to effectuate operation of theAV 402. For example, the control stack 418 can implement the final pathor actions from the multiple paths or actions provided by the planningstack 416. This can involve turning the routes and decisions from theplanning stack 416 into commands for the actuators that control the AV'ssteering, throttle, brake, and drive unit.

The communication stack 420 can transmit and receive signals between thevarious stacks and other components of the AV 402 and between the AV402, the data center 450, the client computing device 470, and otherremote systems. The communication stack 420 can enable the localcomputing device 410 to exchange information remotely over a network,such as through an antenna array or interface that can provide ametropolitan WIFI network connection, a mobile or cellular networkconnection (e.g., Third Generation (3G), Fourth Generation (4G),Long-Term Evolution (LTE), 5th Generation (5G), etc.), and/or otherwireless network connection (e.g., License Assisted Access (LAA),Citizens Broadband Radio Service (CBRS), MULTEFIRE, etc.). Thecommunication stack 420 can also facilitate local exchange ofinformation, such as through a wired connection (e.g., a user's mobilecomputing device docked in an in-car docking station or connected viaUniversal Serial Bus (USB), etc.) or a local wireless connection (e.g.,Wireless Local Area Network (WLAN), Bluetooth®, infrared, etc.).

The HD geospatial database 422 can store HD maps and related data of thestreets upon which the AV 402 travels. In some embodiments, the HD mapsand related data can comprise multiple layers, such as an areas layer, alanes and boundaries layer, an intersections layer, a traffic controlslayer, and so forth. The areas layer can include geospatial informationindicating geographic areas that are drivable (e.g., roads, parkingareas, shoulders, etc.) or not drivable (e.g., medians, sidewalks,buildings, etc.), drivable areas that constitute links or connections(e.g., drivable areas that form the same road) versus intersections(e.g., drivable areas where two or more roads intersect), and so on. Thelanes and boundaries layer can include geospatial information of roadlanes (e.g., lane centerline, lane boundaries, type of lane boundaries,etc.) and related attributes (e.g., direction of travel, speed limit,lane type, etc.). The lanes and boundaries layer can also include 3Dattributes related to lanes (e.g., slope, elevation, curvature, etc.).The intersections layer can include geospatial information ofintersections (e.g., crosswalks, stop lines, turning lane centerlinesand/or boundaries, etc.) and related attributes (e.g., permissive,protected/permissive, or protected only left turn lanes; legal orillegal U-turn lanes; permissive or protected only right turn lanes;etc.). The traffic controls lane can include geospatial information oftraffic signal lights, traffic signs, and other road objects and relatedattributes.

The AV operational database 424 can store raw AV data generated by thesensor systems 404-408 and other components of the AV 402 and/or datareceived by the AV 402 from remote systems (e.g., the data center 450,the client computing device 470, etc.). In some embodiments, the raw AVdata can include HD LIDAR point cloud data, image data, RADAR data, GPSdata, and other sensor data that the data center 450 can use forcreating or updating AV geospatial data as discussed further below withrespect to FIG. 2 and elsewhere in the present disclosure.

The data center 450 can be a private cloud (e.g., an enterprise network,a co-location provider network, etc.), a public cloud (e.g., anInfrastructure as a Service (IaaS) network, a Platform as a Service(PaaS) network, a Software as a Service (SaaS) network, or other CloudService Provider (CSP) network), a hybrid cloud, a multi-cloud, and soforth. The data center 450 can include one or more computing devicesremote to the local computing device 410 for managing a fleet of AVs andAV-related services. For example, in addition to managing the AV 402,the data center 450 may also support a ridesharing service, a deliveryservice, a remote/roadside assistance service, street services (e.g.,street mapping, street patrol, street cleaning, street metering, parkingreservation, etc.), and the like.

The data center 450 can send and receive various signals to and from theAV 402 and client computing device 470. These signals can include sensordata captured by the sensor systems 404-408, roadside assistancerequests, software updates, ridesharing pick-up and drop-offinstructions, and so forth. In this example, the data center 450includes a data management platform 452, an ArtificialIntelligence/Machine Learning (AI/ML) platform 454, a simulationplatform 456, a remote assistance platform 458, a ridesharing platform460, and map management system platform 462, among other systems.

Data management platform 452 can be a “big data” system capable ofreceiving and transmitting data at high velocities (e.g., near real-timeor real-time), processing a large variety of data, and storing largevolumes of data (e.g., terabytes, petabytes, or more of data). Thevarieties of data can include data having different structure (e.g.,structured, semi-structured, unstructured, etc.), data of differenttypes (e.g., sensor data, mechanical system data, ridesharing service,map data, audio, video, etc.), data associated with different types ofdata stores (e.g., relational databases, key-value stores, documentdatabases, graph databases, column-family databases, data analyticstores, search engine databases, time series databases, object stores,file systems, etc.), data originating from different sources (e.g., AVs,enterprise systems, social networks, etc.), data having different ratesof change (e.g., batch, streaming, etc.), or data having otherheterogeneous characteristics. The various platforms and systems of thedata center 450 can access data stored by the data management platform452 to provide their respective services.

The AI/ML platform 454 can provide the infrastructure for training andevaluating machine learning algorithms for operating the AV 402, thesimulation platform 456, the remote assistance platform 458, theridesharing platform 460, the map management system platform 462, andother platforms and systems. Using the AI/ML platform 454, datascientists can prepare data sets from the data management platform 452;select, design, and train machine learning models; evaluate, refine, anddeploy the models; maintain, monitor, and retrain the models; and so on.

The simulation platform 456 can enable testing and validation of thealgorithms, machine learning models, neural networks, and otherdevelopment efforts for the AV 402, the remote assistance platform 458,the ridesharing platform 460, the map management system platform 462,and other platforms and systems. The simulation platform 456 canreplicate a variety of driving environments and/or reproduce real-worldscenarios from data captured by the AV 402, including renderinggeospatial information and road infrastructure (e.g., streets, lanes,crosswalks, traffic lights, stop signs, etc.) obtained from the mapmanagement system platform 462; modeling the behavior of other vehicles,bicycles, pedestrians, and other dynamic elements; simulating inclementweather conditions, different traffic scenarios; and so on.

The remote assistance platform 458 can generate and transmitinstructions regarding the operation of the AV 402. For example, inresponse to an output of the AI/ML platform 454 or other system of thedata center 450, the remote assistance platform 458 can prepareinstructions for one or more stacks or other components of the AV 402.

The ridesharing platform 460 can interact with a customer of aridesharing service via a ridesharing application 472 executing on theclient computing device 470. The client computing device 470 can be anytype of computing system, including a server, desktop computer, laptop,tablet, smartphone, smart wearable device (e.g., smart watch, smarteyeglasses or other Head-Mounted Display (HMD), smart ear pods or othersmart in-ear, on-ear, or over-ear device, etc.), gaming system, or othergeneral purpose computing device for accessing the ridesharingapplication 472. The client computing device 470 can be a customer'smobile computing device or a computing device integrated with the AV 402(e.g., the local computing device 410). The ridesharing platform 460 canreceive requests to be picked up or dropped off from the ridesharingapplication 472 and dispatch the AV 402 for the trip.

Map management system platform 462 can provide a set of tools for themanipulation and management of geographic and spatial (geospatial) andrelated attribute data. The data management platform 452 can receiveLIDAR point cloud data, image data (e.g., still image, video, etc.),RADAR data, GPS data, and other sensor data (e.g., raw data) from one ormore AVs 402, UAVs, satellites, third-party mapping services, and othersources of geospatially referenced data. The raw data can be processed,and map management system platform 462 can render base representations(e.g., tiles (2D), bounding volumes (3D), etc.) of the AV geospatialdata to enable users to view, query, label, edit, and otherwise interactwith the data. Map management system platform 462 can manage workflowsand tasks for operating on the AV geospatial data. Map management systemplatform 462 can control access to the AV geospatial data, includinggranting or limiting access to the AV geospatial data based onuser-based, role-based, group-based, task-based, and otherattribute-based access control mechanisms. Map management systemplatform 462 can provide version control for the AV geospatial data,such as to track specific changes that (human or machine) map editorshave made to the data and to revert changes when necessary. Mapmanagement system platform 462 can administer release management of theAV geospatial data, including distributing suitable iterations of thedata to different users, computing devices, AVs, and other consumers ofHD maps. Map management system platform 462 can provide analyticsregarding the AV geospatial data and related data, such as to generateinsights relating to the throughput and quality of mapping tasks.

In some embodiments, the map viewing services of map management systemplatform 462 can be modularized and deployed as part of one or more ofthe platforms and systems of the data center 450. For example, the AI/MLplatform 454 may incorporate the map viewing services for visualizingthe effectiveness of various object detection or object classificationmodels, the simulation platform 456 may incorporate the map viewingservices for recreating and visualizing certain driving scenarios, theremote assistance platform 458 may incorporate the map viewing servicesfor replaying traffic incidents to facilitate and coordinate aid, theridesharing platform 460 may incorporate the map viewing services intothe client application 472 to enable passengers to view the AV 402 intransit en route to a pick-up or drop-off location, and so on.

FIG. 5 illustrates an example processor-based system with which someaspects of the subject technology can be implemented. For example,processor-based system 500 can be any computing device making upinternal computing system 510, remote computing system 550, a passengerdevice executing the rideshare app 570, internal computing device 530,or any component thereof in which the components of the system are incommunication with each other using connection 505. Connection 505 canbe a physical connection via a bus, or a direct connection intoprocessor 510, such as in a chipset architecture. Connection 505 canalso be a virtual connection, networked connection, or logicalconnection.

In some embodiments, computing system 500 is a distributed system inwhich the functions described in this disclosure can be distributedwithin a datacenter, multiple data centers, a peer network, etc. In someembodiments, one or more of the described system components representsmany such components each performing some or all of the function forwhich the component is described. In some embodiments, the componentscan be physical or virtual devices.

Example system 500 includes at least one processing unit (CPU orprocessor) 510 and connection 505 that couples various system componentsincluding system memory 515, such as read-only memory (ROM) 520 andrandom-access memory (RAM) 525 to processor 510. Computing system 500can include a cache of high-speed memory 512 connected directly with, inclose proximity to, or integrated as part of processor 510.

Processor 510 can include any general-purpose processor and a hardwareservice or software service, such as services 532, 534, and 536 storedin storage device 530, configured to control processor 510 as well as aspecial-purpose processor where software instructions are incorporatedinto the actual processor design. Processor 510 may essentially be acompletely self-contained computing system, containing multiple cores orprocessors, a bus, memory controller, cache, etc. A multi-core processormay be symmetric or asymmetric.

To enable user interaction, computing system 500 includes an inputdevice 545, which can represent any number of input mechanisms, such asa microphone for speech, a touch-sensitive screen for gesture orgraphical input, keyboard, mouse, motion input, speech, etc. Computingsystem 500 can also include output device 535, which can be one or moreof a number of output mechanisms known to those of skill in the art. Insome instances, multimodal systems can enable a user to provide multipletypes of input/output to communicate with computing system 500.Computing system 500 can include communications interface 540, which cangenerally govern and manage the user input and system output. Thecommunication interface may perform or facilitate receipt and/ortransmission wired or wireless communications via wired and/or wirelesstransceivers, including those making use of an audio jack/plug, amicrophone jack/plug, a universal serial bus (USB) port/plug, an Apple®Lightning® port/plug, an Ethernet port/plug, a fiber optic port/plug, aproprietary wired port/plug, a BLUETOOTH® wireless signal transfer, aBLUETOOTH® low energy (BLE) wireless signal transfer, an IBEACON®wireless signal transfer, a radio-frequency identification (RFID)wireless signal transfer, near-field communications (NFC) wirelesssignal transfer, dedicated short range communication (DSRC) wirelesssignal transfer, 802.11 Wi-Fi wireless signal transfer, wireless localarea network (WLAN) signal transfer, Visible Light Communication (VLC),Worldwide Interoperability for Microwave Access (WiMAX), Infrared (IR)communication wireless signal transfer, Public Switched TelephoneNetwork (PSTN) signal transfer, Integrated Services Digital Network(ISDN) signal transfer, 3G/4G/5G/LTE cellular data network wirelesssignal transfer, ad-hoc network signal transfer, radio wave signaltransfer, microwave signal transfer, infrared signal transfer, visiblelight signal transfer, ultraviolet light signal transfer, wirelesssignal transfer along the electromagnetic spectrum, or some combinationthereof.

Communication interface 540 may also include one or more GlobalNavigation Satellite System (GNSS) receivers or transceivers that areused to determine a location of the computing system 500 based onreceipt of one or more signals from one or more satellites associatedwith one or more GNSS systems. GNSS systems include, but are not limitedto, the US-based Global Positioning System (GPS), the Russia-basedGlobal Navigation Satellite System (GLONASS), the China-based BeiDouNavigation Satellite System (BDS), and the Europe-based Galileo GNSS.There is no restriction on operating on any particular hardwarearrangement, and therefore the basic features here may easily besubstituted for improved hardware or firmware arrangements as they aredeveloped.

Storage device 530 can be a non-volatile and/or non-transitory and/orcomputer-readable memory device and can be a hard disk or other types ofcomputer readable media which can store data that are accessible by acomputer, such as magnetic cassettes, flash memory cards, solid statememory devices, digital versatile disks, cartridges, a floppy disk, aflexible disk, a hard disk, magnetic tape, a magnetic strip/stripe, anyother magnetic storage medium, flash memory, memristor memory, any othersolid-state memory, a compact disc read only memory (CD-ROM) opticaldisc, a rewritable compact disc (CD) optical disc, digital video disk(DVD) optical disc, a blu-ray disc (BDD) optical disc, a holographicoptical disk, another optical medium, a secure digital (SD) card, amicro secure digital (microSD) card, a Memory Stick® card, a smartcardchip, a EMV chip, a subscriber identity module (SIM) card, amini/micro/nano/pico SIM card, another integrated circuit (IC)chip/card, random access memory (RAM), static RAM (SRAM), dynamic RAM(DRAM), read-only memory (ROM), programmable read-only memory (PROM),erasable programmable read-only memory (EPROM), electrically erasableprogrammable read-only memory (EEPROM), flash EPROM (FLASHEPROM), cachememory (L1/L2/L3/L4/L5/L #), resistive random-access memory(RRAM/ReRAM), phase change memory (PCM), spin transfer torque RAM(STT-RAM), another memory chip or cartridge, and/or a combinationthereof.

Storage device 530 can include software services, servers, services,etc., that when the code that defines such software is executed by theprocessor 510, it causes the system to perform a function. In someembodiments, a hardware service that performs a particular function caninclude the software component stored in a computer-readable medium inconnection with the necessary hardware components, such as processor510, connection 505, output device 535, etc., to carry out the function.

As understood by those of skill in the art, machine-learning basedclassification techniques can vary depending on the desiredimplementation. For example, machine-learning classification schemes canutilize one or more of the following, alone or in combination: hiddenMarkov models; recurrent neural networks; convolutional neural networks(CNNs); deep learning; Bayesian symbolic methods; general adversarialnetworks (GANs); support vector machines; image registration methods;applicable rule-based system. Where regression algorithms are used, theymay include including but are not limited to: a Stochastic GradientDescent Regressor, and/or a Passive Aggressive Regressor, etc.

Machine learning classification models can also be based on clusteringalgorithms (e.g., a Mini-batch K-means clustering algorithm), arecommendation algorithm (e.g., a Miniwise Hashing algorithm, orEuclidean Locality-Sensitive Hashing (LSH) algorithm), and/or an anomalydetection algorithm, such as a Local outlier factor. Additionally,machine-learning models can employ a dimensionality reduction approach,such as, one or more of: a Mini-batch Dictionary Learning algorithm, anIncremental Principal Component Analysis (PCA) algorithm, a LatentDirichlet Allocation algorithm, and/or a Mini-batch K-means algorithm,etc.

Embodiments within the scope of the present disclosure may also includetangible and/or non-transitory computer-readable storage media ordevices for carrying or having computer-executable instructions or datastructures stored thereon. Such tangible computer-readable storagedevices can be any available device that can be accessed by a generalpurpose or special purpose computer, including the functional design ofany special purpose processor as described above. By way of example, andnot limitation, such tangible computer-readable devices can include RAM,ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storageor other magnetic storage devices, or any other device which can be usedto carry or store desired program code in the form ofcomputer-executable instructions, data structures, or processor chipdesign. When information or instructions are provided via a network oranother communications connection (either hardwired, wireless, orcombination thereof) to a computer, the computer properly views theconnection as a computer-readable medium. Thus, any such connection isproperly termed a computer-readable medium. Combinations of the aboveshould also be included within the scope of the computer-readablestorage devices.

Computer-executable instructions include, for example, instructions anddata which cause a general-purpose computer, special purpose computer,or special purpose processing device to perform a certain function orgroup of functions. Computer-executable instructions also includeprogram modules that are executed by computers in stand-alone or networkenvironments. Generally, program modules include routines, programs,components, data structures, objects, and the functions inherent in thedesign of special-purpose processors, etc. that perform tasks orimplement abstract data types. Computer-executable instructions,associated data structures, and program modules represent examples ofthe program code means for executing steps of the methods disclosedherein. The particular sequence of such executable instructions orassociated data structures represents examples of corresponding acts forimplementing the functions described in such steps.

Other embodiments of the disclosure may be practiced in networkcomputing environments with many types of computer systemconfigurations, including personal computers, hand-held devices,multi-processor systems, microprocessor-based or programmable consumerelectronics, network PCs, minicomputers, mainframe computers, and thelike. Embodiments may also be practiced in distributed computingenvironments where tasks are performed by local and remote processingdevices that are linked (either by hardwired links, wireless links, orby a combination thereof) through a communications network. In adistributed computing environment, program modules may be located inboth local and remote memory storage devices.

The various embodiments described above are provided by way ofillustration only and should not be construed to limit the scope of thedisclosure. For example, the principles herein apply equally tooptimization as well as general improvements. Various modifications andchanges may be made to the principles described herein without followingthe example embodiments and applications illustrated and describedherein, and without departing from the spirit and scope of thedisclosure. Claim language reciting “at least one of” a set indicatesthat one member of the set or multiple members of the set satisfy theclaim.

What is claimed is:
 1. An autonomous vehicle, comprising: one or moreenvironmental sensors; at least one memory; and at least one processorcoupled to the at least one memory and the one or more environmentalsensors, the at least one processor configured to: collect environmentaldata, via the environmental sensors, about an environment around theautonomous vehicle, wherein the environmental data comprises datapertaining to a roadway navigated by the autonomous vehicle and one ormore other vehicles navigating the roadway; process the environmentaldata to generate an area grid comprising one or more grid sections,wherein each grid section corresponds with a different area of theroadway; and determine a risk-profile for the one or more grid sectionsbased on the environmental data.
 2. The autonomous vehicle of claim 1,wherein the at least one processor is further configured to: resolve aroute needed to avoid at least one of the one or more grid sectionsbased on the associated risk-profile.
 3. The autonomous vehicle of claim1, wherein the risk-profile for the one or more grid sections is basedon avoidance behaviors associated with the one or more other vehiclesnavigating the roadway.
 4. The autonomous vehicle of claim 1, whereinthe risk-profile for the one or more grid sections is based on one ormore features associated with the one or more grid sections.
 5. Theautonomous vehicle of claim 4, wherein the one or more featurescomprises: a pothole, standing water, debris, or a combination thereof.6. The autonomous vehicle of claim 4, wherein the one or more featurescomprises: a visibility score.
 7. The autonomous vehicle of claim 1,wherein the environmental data comprises Light Detection and Ranging(LiDAR) data, camera data, thermal camera data, radar data, or acombination thereof.
 8. A computer-implemented method, comprising:collecting environmental data, via one or more vehicle-mountedenvironmental sensors, about an environment around an autonomousvehicle, wherein the environmental data comprises data pertaining to aroadway navigated by the autonomous vehicle and one or more othervehicles navigating the roadway; processing the environmental data togenerate an area grid comprising one or more grid sections, wherein eachgrid section corresponds with a different area of the roadway; anddetermining a risk-profile for the one or more grid sections based onthe environmental data.
 9. The computer-implemented method of claim 8,further comprising: resolving a route needed to avoid at least one ofthe one or more grid sections based on the associated risk-profile. 10.The computer-implemented method of claim 8, wherein the risk-profile forthe one or more grid sections is based on avoidance behaviors associatedwith the one or more other vehicles navigating the roadway.
 11. Thecomputer-implemented method of claim 8, wherein the risk-profile for theone or more grid sections is based on one or more features associatedwith the one or more grid sections.
 12. The computer-implemented methodof claim 11, wherein the one or more features comprises: a pothole,standing water, debris, or a combination thereof.
 13. Thecomputer-implemented method of claim 11, wherein the one or morefeatures comprises: a visibility score.
 14. The computer-implementedmethod of claim 8, wherein the environmental data comprises LightDetection and Ranging (LiDAR) data, camera data, thermal camera data,radar data, or a combination thereof.
 15. A non-transitorycomputer-readable storage medium comprising at least one instruction forcausing a computer or processor to: collect environmental data about anenvironment around the autonomous vehicle, wherein the environmentaldata comprises sensor data pertaining to a roadway navigated by theautonomous vehicle and one or more other vehicles navigating theroadway; process the environmental data to generate an area gridcomprising one or more grid sections, wherein each grid sectioncorresponds with a different area of the roadway; and determine arisk-profile for the one or more grid sections based on theenvironmental data.
 16. The non-transitory computer-readable storagemedium of claim 15, wherein the at least one instruction is furtherconfigured to cause the processor to: resolve a route needed to avoid atleast one of the one or more grid sections based on the associatedrisk-profile.
 17. The non-transitory computer-readable storage medium ofclaim 15, wherein the risk-profile for the one or more grid sections isbased on avoidance behaviors associated with the one or more othervehicles navigating the roadway.
 18. The non-transitorycomputer-readable storage medium of claim 15, wherein the risk-profilefor the one or more grid sections is based on one or more featuresassociated with the one or more grid sections.
 19. The non-transitorycomputer-readable storage medium of claim 18, wherein the one or morefeatures comprises: a pothole, standing water, debris, or a combinationthereof.
 20. The non-transitory computer-readable storage medium ofclaim 18, wherein the one or more features comprises: a visibilityscore.